Railway-traffic-controlling system



gem. ig; w23.

RATLWAH' TRAFFIC CNTROIJLING SYSTEM Filed June 17. 1922 Y raam sept ia, reas.

PENNSYLVANIA..

.atentar @latinmail PENNSYLVANIA, Assrelvoa ro THE UNION VALE, PENNSYLVANIA, A CORPORTTT" RAILWAY-TRAFFIC-CONTROLLING SYSTEM.

Original appicaton led December 31, 1920, Serial No. 434,319.' Divided and this application filed June' Serial No. 569,1M.

TdaZl whomv t may concern Be it known that l, LLOYD V. Lewis, a citi- 'zen of the United States, residing 'at Edgewood Borough, in the county of Allegheny and State of Pennsylvania, have invented v'certain new and useful Improvements .in

Railway-Traffic-Controlling .'Systems, of which the following is a specification.

controlling systems, and particularly to sys- .tems of the type. comprising trailic governing apparatus including means o n a train ar ranged to change gradually ltrorn an initial condition to anultimate condition.

The present application is a division of my co-pending application filed December 31, 11920,' Serial No. 434319, for railway tralilc controlling systems, which latter 1s .a continuation of my application iilod April 24, 1918, Serial No. 230424, for railway traf- -fic controlling systems.

I will describc'one form of apparatus einu bodying my invention, and will then point out the novel featuresthereoi in claims.

In the accompanying drawings, Fig. is a diagrammatic View showing a stretch or" railway track having' applied theretoone form of trackway apparatus embodying my invention, Fig. 2 is a View, partly d1agrammatic, showin@- oneforni of vchiclelca-rried .-apparatus ein odying rny invention and which y may be used in conjunction with the trackway apparatus shown in Fig 1. l

Similar reference characters refer to similarpartsin each of the views.

Referring liz-st to Fig. il, the reference characters l and 1a designate4 the track rails of `a railway over which ftraliic' normally moves in the direction indicated bythe arrow, and `v'vhich rails are divided into block sections '151413, B-C`,etc., by insulated joints 2. Each section is provided .with a track circuit comprising a battery 5 and a relay Inthe form here shown, sections fr-3, B-C, and E4-F constitute positive'control territory, While sections 'U-L and Ir-E constitute nonpositive.control terri tory. Each. otlce'sections in the positive control territory isprovided with 'two trackway magnets' M,M arranged in longitudinal surrounding the train magnet.

alignment and preferably located between the track 'rails 1 and 1E. The magnets M of each section`are connected in multiple and are energized by a battery 60, the circuit being controlled by a back cont-act 53 of the track relay R for the saine section and by a.

front contact 52 of the track relay for the y section next 1n advance. invention lrelates to railway traffic The magnets Min any one section ,are,.therefore, energized only when a train'occupies the section andthe next section. in advance. is unoccupied.

For reasons which will appear hereinafter, I provide at location C a track magnet'M similar in construction -to the magnets M lbut preferably located upon the outer side of one of the track rails seas tobe out of alignment With the magnets M; This magnet M is energized by the adjacent battery 50 through a back Contact 33 of 'relay R- for section Celi. Furthermore section E-F is provided with a ramp rei'lfZarranged at one side of the track rails and in advance of the lirs't magnet M of that section..

Referring new to Fig. 2, the apparatus` mounted on the train as to have their poles disposed in confronting relation to the poles ci the track magnets M and M respectively. Hence, as a train magnet passes over an energized track magnet, a current impulse is in-' duced in a circuit including a coillf'or 34E Such an impulse 'in the .clearing magnet N energizes a relay P which in turn closes its contact 35 to complete apiclcup circuit for a stick re lay P3, this pick-up circuit being fromabatf" tery '60, through wires 100l and 101, contact 35, Wire 102, relayPi, Wirelfcircuit controller U3, Wire 104te 'battery The holding `circuit forV relay P3 is from battery through `vires 100 and 105, contact oi relay Pywires 54 and102, .relay P8, Wire 103,v circuit controller Ua Vand Wire 104 to battery 60.' A contact 56 of relay 13s-con'` trols the supply oit-current from battery 60 to a magnet Q2, through the following circuit: from battery 60, wires 100 .and 105, contact 56wire 106, magnet Q2, wires 107 and 108, to battery 60. Magnet Q? controls the suppy of uid pressure to a cylinder 61 so that this cylinder is connected with a' source'of fluid pressure or with atmosphere A'accordin 'energize A brake magnet Q, controlhng as magnet Q2 is energized or dea brake application valve 16, is connected to ,battery 6() throughcircuit controllers U and U2 and is normally energized to prevent application 'of the brakes. The circuit for magnet Q is as follows: from battery 60, through .wires 108, and 109, magnet Q; wi're 110, circuitl controllers U and U2 .in multi-l 4thus causing an application of the brakes..

Circuit cont-rollers U y and U3 are o #l erated by a run-down deviceJ which is geared to' an axle of the train, while cir.-

cuit'controller U2 is operated by a. cen`l trifugal device J. The run-down `device J includescylinder 61 in whichA isv mounted` a piston -62 having a piston rod 62El extend? ing into a` casing63; Slidably mountedin the casing 63 is a rack bar 64 whiclris connected to the piston rod 62". The rack bar 64 is operatively 4connected to a shaft 65 by means of a pinion '66 keyed Ato the shaft and meshing with the toothed surface of the rack'bar. Thevshaft 65 extends through a slot v68 .in the rack bar 64am] is keyed to a gear 69 which meshesl with a.

' p inion- 70A keyed to a shaft 7l. On shaft 71 is also mounted akratchet clutch 73, comprishing a spider 67 fastened to shaft 7lk and d ring gear 72 which is free to` turn on shaft 71 except that its motion in one direction is prevented by the wedging aition of' rollers 79",l located between spider 67 and the inner face `ofy gear T2. The gear 72 meshes-with a worm 74 Secured to a shaft -75, and this shaft carries av gear 7 6 which is connected Ato an axle of the train. -1t will mitted only in accordance `with the be seen from this'construction thatupward movement of the rack bar is unimpeded, lwhile downward movement thereof is perprogress vofthe train along thev track. 1

Secured to the upper end of the 'rack bar 64 is an insulated arm-78 which is engageable with the controllers Uv and U2' when the bar is in its highest and lowest posi'- tions respectively.

4 The centrifugal device J is arranged upon one end of the shaft 75. and actuates a rod-77 which opens .the circuit controller U2 against the action of a spring 79 when the speed of thetrain exceeds a certain` safe low value.

When the train approaches a track magnet M, the run-down devicelJ is at-or near its lowest positio1'1 ,'so that c1rcu1t controller- U3 is closed. Then as magnet N passes over magnet M, if the latter isenergiszed a 4Indod mentary current will be induced 1n the cird cuit of relay P which .will cause momentary energization of this relay. The consequent closure ofv contact'35willclose the pick-up circuit for relay P3, and the latter relay will then remain closed, due toits .holding circuit, as long as circuiteontioller U3, remains closed. RelayP, by the closing of Contact 56, will energize' clearing nnagnettf, whereby fluid pressure is admitted'to cylinder 61`- to move the rack bar 64 to' its up ermost position. 'When the rack bar rear: es this U3 which opens the holding circuit of relay l. Relay P3. then opens, and so de-e'ner-I gizes magnet Q2, which permits the fluid pressure in cylinder 61 toexhaust to atmosf' `distance from one maghet'M to the neit magnet M in advance.

If, therefore, the

position, arm 78, Vwill open circuit controller i train should proceed at high speed' andA sho'nld fail to receive an impulse from a traclrmagnet before the rack bar 64 reaches its lower position, circuit controller' U .will hev opened .to de-energizemagnet Q 'andA so to applythe brakes. It will be apparent, therefore, that to permit the train to proceed at unretarded speed and to 'prevent the application of thebrakes by thefdescent of loo rack bar'Gfl, it is -ne'ress'ary that magnet M should receive impulses at predetermined intervals somewhat less than the interval requiredfor the rack bar to' run down. However, 'assuming thatA a magnet M is de-v energzed, and that 'rack bar 64 is permitted to move to its -lower position wherein `the arm. 78 ,opens the circuit controller U', the train may still proceed at a. safe low, speed without an application of the brakes 'because of circuit controller U2. This controlleri's in multiple with controller Il', hence brake magnet Q. will be de? energized only when hoth of the circuit con;- trollers are open. Circuit controller U2 is opened only when. the speed of thetrain exceeds. a safe low speed determined by the resisting action` of the spring 79 upon the centrifugal device. The train' may, of course, resume normal speed upon reaching the next energized track magnet M.

The eut-out magnet N eontrolsa me` chanical device comprising -a cylinder? in which moves a piston 20... Attached tol the piston'is a rod 20*1 whose lower end nrojects beyond cylinder 19 and 1s provided I with a contact shoe 22. Rod 20n 1s encirdrawing. The rod may, to -a projected position `retract the rod 20a an ,held in the position -sure is then admitted through' pipe 23 to project lthe piston 20 'segments 28a cled by a helical sprin 2l which tends to the position shown in however, be moved Ato. lower the shoe 22 to the position indicated by dash lines, by means of air pressure, which is conveyed to the cylinder 19 'from a supply-reservoir (not shown) through a supply pipe 23. The supply ot air to cylinder l19 is controlled y a valve 25 which in ,turn is governed by the, armature 24 this magnet is de-ener'gized, ,valve v25 is shown by a spring 26, and cylinder '19 is then open to atmosphere through an exhaust port 27, so that 'the shoe 22 occupies its upper or 4retracted osition- When magnet Q is energized, liowever,valve 25 is reversed so that air pres to thev cylinder 19 and shoe 22"downwardly against the action of-the coil spring 21. The piston rod 20a carries an arm 20c -to which one end of a link 20b'is pivotally connected. The other end of this link is pivotally connected to a crank 20c1 which is attached to a rotary switch member 28. This member is pro! vided with diametrically opposite contact which are electrically connected as shown. Bearing on the periphery of the switch member 28, at diametrically opposite points, 'are Contact brushes 29,-29a

` which are electrically connected by means of thesegments 28a 'its projected position but not when in re- When the rod 20 is in tracted position.

The cut-out magnetN' 34a the circuit for which P', so that when the train passes over magnet M this relay is momentarily closed. W'hile relay P' is closed it energizesa relay P4 through the following circuit: from battery G0 through wires 100 and 59, contact a1 of relay P', wire 94, relay P, wire 96, back Contact 913 of relay P2.Wires 97, 98 and 108 to battery 60. Relay P4 then remains energized due to itsA holding circuit, which is'frcm battery 69 through wires 100 and 135, contact 57, wires and 94, Relay Pf, `Wire 96, back contact 93, Wires 97, 98 and '108, to battery 60. `li/lfagnet Q then becarries a winding includes a relay cornes energized through the following, circuit: from battery 60 through Wires 100 and 135, contact 58, Wires 136 and 1371, magnet Q', wires 99a, 98-'and '108, to battery 60.

i en contact shoe 22 is moved to it'spro jec'ted position, due to the energization of magnet Q', a branch circuit is closed in multiple with magnet Q' through wires 137 and 1.39, contact 29-L28-29, Wire 138, relay P2, Wire 99 to Wire 98, thus energizing relay P2., when relayr contact lshoe 22 t5` full lines in they l 13?", magnet of a magnet Q. When lWill become energized, 'passes the second thereby causing the picks up, it remains energized by virtue of a circuit from battery' ,'Otthrough wire 100, contact 91, wire 139,

contact 29-28219, Wire138, relay P2, Wires 9,9, 98 and 108, to battery 60. The closing of relay P2 opens the circuit of relay 'P4 at contact 93. Magnet Ql remains energized-,- however, because of a branch circuit from Wire 100 throu h contact 91, wires 137 and and Wire 99"to 4Wire 98. rake magnet Q then remains lenergized -irrespective'of the position of circuit con- 'trollers U and U2, by virtue of a. circuit from battery 6() through Wire 100contact 92, wire 140, magnet to battery 60.' The operation of the apparatus thus far referred to in Figs. 1 and 2 is as follows:

Assumin that section B-G of Fig. 1 is occupie the 'relay R for that section "will be rie-energized and so will open the circuit, of the track magnets M in section i -B. I Will now assume that a train equipped with the apparatus of 2 enters sec-- tion A-B at high speed. ince the first track magnet M of this section is de-enen gized, magnet N will not receive an impulse therefrom, hence the run-down device J will open(A contact U and the brake magnet Q, thus causing an appli- -cation of the brakes which will reduce the speed of the train to a low value. If, then, the train in section B-C passes out of that section, the track magnet M of section A-B so that as the train magnet 'M of that section,

momentarily energized, run down device l to be restored to its initial position, and so permitting; the train to resume 'ull speed.

relay P will'be The operation uf the apparatus during the passage of the train .through section B-C Q, Wires109 and 10S,

so will fie-energize 1 Ais the same as during/its passage through section A'-B. As C-L and the magnet My passes over the track magnet M', rela-y P' will be momentarily energized ,to cause energization of relay P and magnetk Q', whereby the' shoe 22 will be projected and energized, thus rendering contacts and iUz 'ineif`ective..to cause. de-encrgizationi of wthe brake magnet Q: As the positive control means is now ineec'tive to retard the the 'train enters section.

relay will be -i train, the train may proceed "through the non-positive: control territory at unrestricted speed, except vfor the influence of an intermittent control'r'amp as hereinafter explained. When, however, the train enters section IBL-LF, which is in the first section of another positive control territory, the shoe 22 will engagethe ramp rail Z and so will be forced inwardly to open contact 29-28-29a;' this will open relay P2 whereby the run down device J Will be restored to iat l its control of the bralze magnet Q by the openingof contact '92 of relay P2, It will l located at t e entranceend of the section and controlled by the track relay RL at the same location, so that this Signal indicates proceed or stop, according as section L--E is unoccupied or occupied.- Section L-E is also provided with a distantsignal which is designated by the reference character DL and is located at least at maximum braking distance inthe lrear 1f-the .entrance end of the section. This distant signal is' controlled by the track-relay RL 'for section L,-E and so 'it-indicates proceed or caution according as section L-E is unoccupied or occupied. f

Section L-l--E is further provided witha ramp which islocated adjacent the ydistant signal, and is designatedby the're'ferencc lcharacter ZL. rl`his ramp co-operates with the train-carried contact shoe 22 shown in 1 `ig.,2, when the shoeis in projected position, and the supply of current to each ramp is controlled by the track relay RL yfor the section L-'E. When shoe 22 is on ramp ZL and relay RL is closed, an auxiliary cir- 'cuit for relay l is closed, which 'circuit is as follows: from* trackway battery 42,

, through wires 143 and 145, rail l, wheel 146,

axle 14T, contact 148, wire 37, winding of' relay PL', wire 33, shoe 22, ramp ZL, wires 144, T and '-15. track relay Contact 49, and wire 141, to battery 42. .lt follows' from the foregoing that when the train .passes over the intermittent control ramp ZL, relay P2 .will be kept energized if the ramp is ener- Aas gized, so 'that the train may' proceed at full speed without retardation, if the ramp is not energized, however, thlopening of contact 29-28-29?, due to the elevation of shoe 2Q, will permit relay Pz'to become deenergized,in which event the train will be, brought to a stop or to the predetermined low speed before entering section L-E.

Although I. have herein shown and de- Scrlbed only a few forms of railway traiiic controlllng systems embodying my inven- L tion, it is understood that. various changes and modifications may be made therein within the `scope of' the appended claims without departing 4from the spirit audscope of my invention.

.on the' train controlled by..said speed-re- 'remove said' governingmeans from control condition, sa-id 'element being adapted Aafter a front Contact of said second relay, astick Havin thus described invention, whatIcaim is:

1. I n combination, `a railway train,'-spe ed responsive lmeans thereon, governingmeans sponsive means, an element on the train adapted to ch'angeconstantly towards an ultima-te condition and' operating' in all conditions except its ultimate conditionto by said speed-responsive means, and devices located 'in the trackway and controlled by tratc conditions in advance for restoring said element awayfrom ultimate 4 each restoration to automatically resume its change towards its ultimate condition. v'

2.1m combination, a railway train, governing-apparatus there'on including means arrangedv to change gradually from nn initial condition "to an ultimate condition, mechanism onl the-train including a-magnet adapted when the 4magnet is' energized to restore said means 'away from ultimate condition, a normally -openrelay on the 9.0

train, acircuit for said magnet controlled' by a front contact normallyl -o en relay up circuit orsaid of said relay, a second on the train, a pick-' rst relay controlled by.

circuit for ,'tlie first relay'including afronta. contact ofthe first relay itselfand a normally closed contact: which is opened whenv said means is restored to its initial condition, -a ycircuit .for said second' relay iin-400 cluding a winding, and devices located at' intervals in the trackway for momentarily inducing currentl in said winding.

3. In combination, a railway train, governing apparatus thereon including'meansiogi arranged to' changej gradually from an initial condition to anultimate condition, mechanism on the .train including ama et adapted when the'magnet is energize Avto restore said means away from ultimate condition, a normally open rela'y on 'the train, a circuit for said magnet controlled by a front contact of said relay, a second normally open relay on the' train, .a pick-up circuit lfor said rst relay controlled by a 115 front contact of saidfsecond relay, a, stick circuit for the first relay including a, front contact of the first relay itself and a normally closed contact which is opened when said means is restoredto its initial condition, a circuit for said second relay including a winding on a magnetic core, -and other magnetic cores located in. thetrackwa each provided withv awinding'and .each a apted' when the winding is energized to induce'a y121i sponsive means, an element on the train adapted tochange' constantly' towards an ultimate condition and operating in all conditions except its ultimate condition to 5 removelff'said governing means from control by said'sp'eed-responsive means, and devices located in the trackway and controlled by trajiic conditions in advance for restoring neem? Y v;-

restoration to automatically resume its' change towards its ultimate condition.

ture.

LLOYD V. LEWIS.

in testimony whereof I aix my signa- 

